Slack-adjuster for railway-brakes.



W. H. SAUVAGE.

SLACK ADJUSTER FOR RAILWAY BRAKES.

APPLICATION FILED JUNE 29. I908- REuEwEo JUNE 15. 19:2.

1,136,620, Patented Apr. 20, 1915.

8 SHEETS-SHEET 1.

Final. J

' 0 OOO H u 0 0y wlrql sse; I/IVENIOR go g I Mug/ m 11.540401 w. H. SAUVAGE.

SLACK ADJUSTER FOR RAILWAY BRAKES.

APPLICATION FILED JUNE 29, 1908. RENEWED mu: l5. I912.

1,136,620, Patented Apr. 20, 1915.

5 3 BHEETS SHEET 2.

WITNESSES. y ll INKENTOR 9:7[72WMW1Wm I we WILL/AM H. 5n umms ,4 TTORNEVS W. H. SAUVAGE.

SLACK ADJUSTER FOR RAILWAY BRAKES.

APPLICATION men IUNE 29. mos. RENEWED mu: 15. m2.

1,136,620. Patented Apr.20, 1915.

3 SHEETS-SHEET 3.

WITNESSES: 7 INVENTOR f; %7 g, I W11. 4 1/; Irv H. in um a:

ATTORNEYS z Q 4 m W UNITED PATEYT O,

VH'L @ETA'M SAUTAGE, (3]? NEW YQILK N. Y, ASii-GNOR. BY MRSNE ASSZGN T lENTSi (2 QNF. JiALF TO STANDARD COUPLER KIM itNYi A COBPQRATION OE FEW JERSEY:

ELACK-JELIUUFXTR 1 0R RAIL A 1' -BRAKLS 1 .1353320. s it Application filed June 29, 1968 5min 1% H3331 Renewrd June 15 1912. Sen-mi To a]! w/wm it may (021mm Be it known that I, VVILLiMi: FL Surixiim, a "itimn of the United tiites, and it re. Elent (if the borough of Manhattan, sity, -t int :mil State of New York, have inventml oer thin new and useful l'nipi'oinmnnts in Fluuk- Adjusters: for Railinay-Brahes, ()f Wl'tii'lt the fnllnwing a specification.

My invention relates: to devi Q for hiking up the 51nd; in brake niechzini. n tin l'ibil' way cars, or vehicles of any ch21 l'ilfit rl and has for one its uhiect's to pioiiile a wry simple device, wi'irliingj antmnnticiilly and requiring n0 altilleil labor for its initial fltl" jus'nnvnt 0r readjustment at any time.

Other objects will he in part nhvinnei and in part pointed out. hereinafter.

()ne of the f1it1l$- of my invention is the particular cnnstruction of the brain); combined with it blank adjuster Whig-i" very strum: and (*impiistcuns rnnti t, i tftlllfiil.

Yu i ii? l'uinis of my invention are: illustratml in thracncmpzinying drm 'in m in wliiih- Figure l a. diagrammatic sec-thin ilh'si'v tinting the application of my ini'ont-mi tn a railway truck; Fig: 2 a, similar '\'*"W shuwingz nnutlwr form (if my llf-Xtiitlfill; Fig, 3 shows ii third form: Fig. l is a perspective View of mm; (if the parts eizipluy'etl in tin; C(Pflhtllliftlfifl of Fig. 3; Fig. 5 is 1 top phi!- view (it a trnvh with certain lovers in s x? tinn on line K -int Fig? Fig" l- :mil 5 illustrate still other tnrnis st in; iiwentinn in longitudinal section; Fig. 8 is a horizontal section on line R----8 of Fig, T; Fig, 9 is H lungitmlinal section of a truck prnviileil with still another form of my imuntinn: Figs. 10 and illustrate other nuns if slash mljni ter in longitudinal sectiim and Fig. 1:! shows Still armther form n" i'vntinn partly in long tudinal Similar re't'ervnce characters refer to similair parts throughout thii several view '3 t the drawings.

In the construction illustrated by Fig, ll the Cal wheels .-\--A are tltltlptttl to llt i-n gagvd by tlli' lll'illfl. shoes B--li ('mriwl h thv hrake linmus i'vspvrtivnly Thi beams are hollow in the particular (-iiii ati'nw tinn shown and eat-ii prni'i-lml at its i'nnt:

09th:: 0': Fir-flan Patent it. is of course :wnl ii: gz'enoi'ally not altered l j w l)" is pi i'ided. with Y i", M L mplied in move 11 pin ii prifigi uting ii'wn the dead lvwr H and ism-meeting it with a slide K mnmhle alnng the arm 1 m d Juli being guided prertl) by ths pin H and 'IHUtljv' h a second pin K :ihsu mlziptiiil to mm? in this slut IV. At tlu? end of the arm I) is located an inclined B z: ring D" to: th s tamtliiel tan-n L (if :i wm'lgc L whip-tut in Si! hers (if the arm l7, which tar this pnrpnse is fairly" lflflllQ' similar in this resprrft to thr; (1"! lill-illfl *l'tUWH in Fig, "the "S liit hel-rl lint 0n the int-l ned time D "i K. The

17th 1.1" it will brake beam (1 is prni'ii d with a guida t' lurnzing'ai. wiring fi 1- :i trike-ii rind M, the left-hand en l of wliiiwli i provided with a blot 3i tn w -}i\ i} tlw pin 11'. The nthe'r and m" the wit M is ii well to l4: engaged i y a trmn the bracket C by he "iilui'ilm pin ll may he ilill'er-i (h: lwiii'een the imam" lmvcr edge of properly adjusted, this operation will not elfect the adjustment of the take-up rod M, relativelyto the bearing C This is due to the fact that the length of the slot M is such as to correspond to the normal travel of the fulcrum pin E in the ordinary application of the brake. If however, the brake shoes have worn to a certain extent, so that when the lever E swings toward the left, the pin E will not only reach the end of the slot M, but will further exert a pressure against the rod M, it will be seen that the dog N will allow the rod M to slide in its bracket or bearing C the length of this sliding movement being exactly equal to the length of the excess movement of the pin E, or, in other words, to the slack existing in this part of the apparatus. It will be seen that this adjusting movement increases the distance between the brake beams. During the release inoven'ient of the brakes the pin E will have only its normal travel, that is. a travel equal to the length of the slot M if the position of the rod M has not been changed during the application of the brakes. If. however, during the release movement the lever Ii travels a greater distance than the length of the slot M at the pin E. than as soon as the pin E engages the right hand end of the slot M, the lever E, which so far has been swinging substantially on the point E as a fulcrum, will be ginto swing on the point E since the two arms I), D and the rod M are practically rigid and stationary in the released position. The pin B will therefore draw the rod G toward the left, swinging the dead lever H in the same direction on its pivot II. This will cause the pin K to move away from the bearing D and the wedge D will drop by gravity to remain in contact with the pin K. During the next application of the brakes, the dead. lever will therefore at once move the brakebeam C to the right owing to the engagement of the pin K with the wedge L and to the engagement of the wedge L with the bearing 1)". It will be seen t lat the slack is taken up during the applli tion of th('- brakes and the normal clearance he: w ecu heel and brake shoe is restored during the l(l( if' of the brakes. The slack i3 al-irn up by inrreasingthe distance between the brake beams. The lever IQ alvviiys returns to the same rch'asc position and this is imr-ai an that the t1 avcl of the pin it some times is the length of the slot M. The entire ask is taken up at one o azrati n. no matt r what the extent of the slack ma v be.

it will be understood that during the applical on of the brain the pin Ii exerts a pressnri against the edge L and there is some nung r oi the nudges slipping upward on the hearing I). This is the reason I prefer to make the wedge with a roughened end surface L, I

The construction shown in Figs. 2 and 5 is very similar to that illustrated by Fig.

1; the brake beams are solid instead of hollow. and each of them is provided with a bearing (l C for the take-up rod M in stead of the pin and slot connection at the left-hand end of the take-up rod, I have arranged stops M on said rod at the opposite sides of the bcarin C", and in order that said stops may be a justed, I prefer to construct them as nuts screwing on said rod. The distance between these stops would correspond to the intended normal travel of the brake beam C. In all other respects the construction is the same as the first described, and the operation is exactly the same, that is to say, the normal travel of the brake mechanism will have no effect on the position of the take-up rod M relatively to the bearing C. Any excess movement toward the left will cause the rod M to slip in the bearing C and then, when the parts return to their original position, the wedge L will slip down in the same manner as described.

The construction shown in Figs. 3 and 4 differs from those first described only by a slightly modified construction of the slide engaged by the wedge L. This slide K is connected with the pin H of the dead lever H, and has a top flange K to limit its downward movement, and a bottom pit K to limit its upward movement. This slide is arranged bctwecn the members of the arm D, instead of on the outside thereof. The end surface of the slide is directly engaged by the wedge L.

In all the constructions of my invention I deem it advisable to make the arms D, D rigid and preferably integral with the respective brake beams C, C and this is shown best in Fig. 5. A very simple and strong construction is thus obtained. Braces or truss rods may be run from the outer pprlgons of the brake beams to the arms In Fig. 6 the slide K is guided by means of the pin H and also by means of a stem K which engages the wedge L. The slot D of the arm I) is practically of the same length as in Fig. 3 and. shorter than in Figs. 1 and The take-Hp rod will be of the same construction as hercinbet'orc described. the distance between the brake beams being adjusted automatically if any slack exists.

A similar construction is shown in Figs. 7 and 8. the only difii-rcnce being that the wedge I) is omitted and the rod K passes through a dog N of the same character as the dog N and a spring l presses against said dog and through its action the lever ll and slide K may move toward the left ii'ulcpendently of the brake beam C. The free end of the dog N projects to the outside of the arm I) so that the operator may v the rod n jl id to the the ism has fiiding ALWLLJCIU. of

relatively to the dog N ill iove any sleet or ice which iniy stick to said rod assuring an operative coiuiition ot' the mechanism in winter.

The construction shown in Fi 9 (litters rom that of Fig. 1 only by the manner of comm ting the talnnap rod M with the brake beam C". The take-up rod M is formed with rack teeth M facing in one direction and adapted to be engaged by a spring 0" which is carried by the bearing (1" in which the rod M is guided. This cruistruction allows the rod M to slide outward to increase the distance between the rake brains (l, C, but does not allow the rod to move in the opposite direction,

The construction in Fig. is similar to that illustrated in Fig 6. instead of the 1 L, however, ,1 employ a toothed ecdog): I fulcrmncd at .l and en aging h. in t e normal operation this allow th: 4 ll to mow toward 1 ind not t rd the right l1", howx :r, it is desired. to release the rod for more .t in either direction. this may be done by swinging L18 dog 3" by means of its l1 ndlr in all the t ins ot my inven' in or ot rctz'iining membrcugbt by hand into a releasso that the parts may be propwhih llzl the icngth oi the chams-rm l) il hen the rod 1i cl t an,

ni 'ives toward t relatively t the arm li", th f om which Lilli end of the rod is withdi J p in the chamber D" own at the rightdiand end thereo and will thus beccanc interposed bet en the end of the rod and the cover i, of the ob moer. 'lhe rod K and sviide R will therefore be held rigid with tin: min I) at all times as regards any movctoward the right. To release the rod adjustment ton ard the right, the cap wnioved and one r more of the l) is dropped washers are raised until the rod can be inserted in them. In other respects this construction is the same as before described.

ln Fig. 12 a wedge L has been applied in. connection with the arm I) and the slide K in connection with the live lewr E. ()n this live lover I have further nu 'uted a pawl R weighted at one end so that it will be kept in engagement normally with a rack D on the arm I). The dead lovr-r ll has a fixed pivotal connection ll with the arm D". In tl1isparticular construction in the application of the brakes the lever B swinginc; toward. the left about its end E will, through the medium of the pawl h, carry the brake shoe l5 into engagement with the wheel A. Then and practically simultaneously, the lever ll, by swinging on tin point .lfi, will bring the brake shoe ll againstv the-whirl A. During this movement it there is any slack in the apparatus so that the lever E is to exceed its normal travel, the pawl R will be carried toward the right sullicicntly to engage it with a new tooth of the rack I)", or, in other words, the distance between the brake beams C, C Will be increased with the same purpose and effect as previously described. The normal travel of the pawl R is loss than the distance between the two adjacent teeth of the rack D \Vhen the brakes are released and the lever E swings: tm ard the right, the normal clearance will be restored, and as soon as the brake beams have returned to their normal positions the point of the pawl R will form a fulcrum on which the live lever E will swing, it its movement exceeds the normal trave so that in this case the slide K will move toward the right, and the wedge L will slide down on the inclined bearing D I In each of the constructions shown, the operating rod F will return to exactly the same position when the brakes are released. To assist this return movement, a coiled spring S may be employed, see Fig. 9.

It will be observed that the device or shim which holds the pivotal connection between the brake lever H and the corresponding brake shoe in its shifted position (that is, the wedge L of Figs. '1, 2, 3, 6 and 9, the dog N of 7 and 8, the cam P of Fig. l0, and the washers Q. of Fig. 11), and the pawl R which holds the pivotal connection between the brake lever E and the corresponding brake shoe (Fig. 12), are separated and disconnected from the said respective levers, so that said device or shim, as the case may be, may be moved independently of the lever as in the case of the wedge by knocking the wedge upward by means of a suitable tool. Thisdevice or shim may therefore be brought into a releasing posi tion by hand or otherwise without changing the position of the brake lever held thereby.

.l claim----- 1. In a vehicle brake, two brake shoes adapted to engage adjacent wheels in combination with levers, one for each of said shoes, one of said levers having a permanent pivotal connection with its shoe and the other having a pivotal connection which is adjustable relatively to its shoe, a. wedge arranged to automatically drop to a new position whenever the connection of said other lever is shil'tcd and means connected with our. of said lovers for returning the lovers to normal position 1. ln a \cliicle brake, two brake shoes adapted to engage adjacent wheels, in combination with levers, one for each of said shoes, one of said levers having a pivotal connection which is adjustable relatively to its brake shoe, a wedge arranged to automatically drop to a new position whenever the connection of said lever is shifted and means connected with one of said levers for returning the levers to normal position.-

3. In a vehicle brake, two brake shoes adapted to engage adjacent wheels, in combination with levers, one for each brake shoe, a slide movable relatively to one of the brake shoes and pivotally connected with the corresponding lever, an inclined surface facing said slide and permanently connected with said brake shoe, and a wedge engaging said surface at one side and the slide at the other side and arranged to drop by gravity when required, so as to always fill the space between the slide and said inclined surface.

4. In a vehicle brake, brake beams and shoes carried thereby, in combination with an adjustable connection by which the dis tance between the brake beams may be varied, said connection including levers, one for each brake beam, a slide connected with one of said levers and movable relatively to its brake beam, a wedge movable on said brake beam transversely to the slides path to hold the slide against movement in one direction and means connected with one of said levers for returning the levers to normal position.

In a vehicle brake, two brake shoes adapted to engage adjacent wheels in combination with an adjustable connection by which the distance between the brake shoes may be varied, said connection including lc vers, one for each brake shoe, the connection of one of said levers being adjustable relatively to its brake shoe, a wedge arranged to shift to a new position by gravity whenever the connection of said lever is shifted and means connected with one of said levers for returning the lovers to normal position.

6. In a vehicle brake. two brake shoes adaptcd to engage adj accnt wheels, in combination with an adjustable connection by which the distance between said shoes may be varied, said connection including levers, one for each brake shoc a slide connected with one of the levers and movable relatively to its brake shoe, a wedge movable transversely ot the slides path to hold it against movement in one direction and means connected with one of said levers for returning the levers to normal position.

7. In a vehicle brake, two brake shoes adapted to engage anjacent wheels in combination w th levers. one l'or each brake shoe. a s ide r .v-iblc relatively to one ol the brake shoes and pivotally connected with the corresponding lever, an inclined surface facing the slide and permanently connected with 8. In a vehicle brake, the combination of brake shoes and an adjustable connetten between them with brake levers, one of which has its connection with the corresponding brake shoe adj ustable toward and from said shoe, and a holding device for normally preventing the movement of the said last named connection relatively to the brake shoe in one direction, said device be ing disconnected from and separate from the lever mechanism, so that said holding device may be moved into a releasing position by hand or otherwise without all'ecting the position of said lever.

In a vehicle brake, two brake shoes adapted to engage adjacent wheels, in combination with an adjustable connection by which the distance between said shoes may be varied, said connection including levers, one for each brake shoe, a slide connected ith one of the levers and movable relatively to its brake shoe, and a shim movable by gravity transversely of the slides path to hold it against movement in one direction.

10. In a vehicle bralrc, brahc beams provided with arms integral with the beams and projected therefrom in opposite direc tions, a brake applying mechanism which includes levers pivotallv connected with said arms, the pivotal connection of one oi said levers being adjustable lengthwise of the cos-responding arm, means for normally pre venting movement of said pivotal conncc tion lengthwise of said arm in one i rection and means counccteo with one of said lovers for rcturning t e lovers to normal gtiosi ion;

11. In a vehicle brake. two brake shoes: in combination with an ad ustable connection thcrtween by which the distance beruccn the shoes may be varied, said connection in cluding levers. one for each brake shoe, a slide connected with one of the lovers and movable relative y to its brake shoe, and shim movable bygravity transversely of the s ides path to hold it aga n t movement in one direction. 7

1). l a device ol the character dcsi ribcd. in combination. a pluralitv of wheels, brake shoes adapted to coact th said wheels, a live lover, a dcad lover, a rod connected with the lower ends of said levers. a member a anged automatically to move to a new position whenever the fulcrum oi said live lever sliiittcd to hold the slacl ldrltlll up. and means comnctwl w th one of said levers for returning the pa ts to normal position.

anovable fulcrum on one lever, and a take-up member positioned tween the movable fulcrum anda relatively fixed part of the brake rigging arranged to drop by gravity to fill the space between the movable fulcrum and the fixed part as the slack due to the wear of the parts is taken up.

14. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, live and ead levers, connecting means between the lower parts of said levers, adjusting means by which the distance between the brake shoes may be varied to take up the slack due to the wear of the parts, comprising a of said levers, and a gravity actuated member arranged to shift to a new position when the fulcrum of said lever changes.

15. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, live and dead levers, connecting means between the lower parts of said levers, adjusting means by which the distance between the brake shoes may bevaried to take up the slack due to the wear of the parts, comprising a movable fulcrum on one of said levers, a member arranged to shift to a new position when the fulcrum of said leyer changes, and means connected with one of said levers for returning the parts to normal position when the brakes are released.

1 16. In a device of the character described, in combination, a plurality of wheels, brake. shoes adapted to coact therewith live and dead levers, a movable fulcrum for one of said levers, a fixed abutment, an inclined surface on one of said parts, and a wedge movable by gravity transversely of the path of travel of the movable fulcrum to coact with the inclined surfacewhereby the slack due to the wear of the parts is-permanently aken up.

17. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, live and dead levers connected with the brake shoes, one of said levers, having a movable fulcrum, a ratchet on the connection between the lever and the 'brake shoe each-tooth of which is substantially equal to the desired amount of clearance between the brake shoes and the wheels when the brakes are released, and a pawl carried by one of said levers adapted to coact with said ratchet to, hold the fulcrum and the lever in its new'position as it shifts to take up the slack due the wear of the parts.

18. In a device of the character described,

in combination, a plurality of wheels, brake shoes adapted to coact therewith, live and dead levers pivotally connected with the brake shoes, one of said levers having a movable fulcrum, a ratchet on the connection between the lever and the brake shoe each tooth of which is substantially equal to the desired amount of slack between the brake shoes and the wheels when the brakes are released, a pawl carried by one of said levers ada ted to coact with said ratchet to hold the fiilcrum and the lever in its new position as it shifts to take up the slack due to the wear of the parts, and means adapted positivel'y to prevent a retraction of the lever to its former position.

19. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, live and dead levers pivotally connected with the brake shoes, one of said levers having a movable fulcrum, a ratchet on one part each tooth of which is substantially equal to the desired amount of slack between the brake shoes and the wheels when the brakes are released, a pawl carried by another part adapted to coact with said ratchet to hold the fulcrum and the lever in its new position as it shifts to take up the slack due to the wear of the parts, and means adapted positively to prevent a retraction of the lever to its former position, said means comprising a gravity actuated wedge.

20. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, brake beams, live and dead levers pivotally supported thereby, one of the pivots being movable to take up the slack due to the wear of the parts, a ratchet on the supporting member, and a pawl on the lever adapted to co act with said ratchet to take up and hold the slack. 1

21. In a device of the character described, in combination, a plurality of wheels, brake shoes adapted to coact therewith, brake beams, live and dead levers pivotally supported thereby, one of the pivots being movable to take up the slack due to the wear of the parts, a ratchet on the supporting member, anda pawl on the lever adapted to coact with said-ratchet to take up and hold the slack, the said ratchet being substantially equal to the desired clearance between the wheels and the brake shoes when in released position.

- In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

WILLIAM H. SAUVAGE.

Witnesses:

JOHN Lorna, JOHN A. KEHLENBECK.

distance between the teeth of V 

